MOREE SPECIAL ACTIVATION PRECINCT Assessment of Refined Land Use – Transport and Traffic Plan

MOREE SPECIAL ACTIVATION PRECINCT Assessment of refined land use – transport and traffic plan

16 FEBRUARY 2021

CONTACT

GHAITH FARFOUR Principal Transport Planner

T 02 8907 3904 Arcadis M 0450 548 212 Level 16, 580 George Street E [email protected] Sydney, NSW 2000

DEPARTMENT OF PLANNING, INDUSTRY AND ENVIRONMENT MOREE SPECIAL ACTIVATION PRECINCT B3.2A - Assessment of refined land use Transport and traffic plan

Author Wendy Hu

Checker Ghaith Farfour

Approver Nicole Vukic

Report No B3.2A Date 20/01/2021 Revision Text B This report has been prepared for the Department of Planning, Industry and Environment in accordance with the terms and conditions of appointment for the Moree Special Activation Precinct Engineering Studies dated June 19th 2020. Arcadis Australia Pacific Pty Limited (ABN 76 104 485 289) cannot accept any responsibility for any use of or reliance on the contents of this report by any third party. REVISIONS

Revision Date Description Prepared by Approved by

A 11/12/2020 Draft GF NV B 12/02/2021 Draft Final – DPIE Comments GF/WH NV

CONTENTS

EXECUTIVE SUMMARY ...... 1

1 INTRODUCTION ...... 2 1.1 Moree Special Activation Precinct ...... 2 1.2 Vision statement and mobility aspirations ...... 4 1.3 Report structure...... 4

2 STRATEGIC CONTEXT ...... 5 2.1 Policy overview and analysis ...... 5 2.1.1 Federal Government ...... 5

2.1.2 State Government ...... 5

2.1.3 Local Government ...... 9

2.2 United Nations Sustainable Development Goals ...... 10

3 METHODOLOGY ...... 12

4 KEY FINDINGS ...... 14 4.1 Road safety and crash history ...... 14 4.2 Active transport ...... 16 4.2.1 Current infrastructure and proposed expansion ...... 16

4.2.2 Active transport snapshot ...... 16

4.3 Buses ...... 17 4.3.1 Local connectivity ...... 17

4.3.2 Regional connectivity ...... 18

4.4 Rail ...... 18 4.5 Vehicle ...... 19 4.5.1 Road network ...... 19

iii 4.5.2 Point to point ...... 25

4.6 Freight connectivity and journeys ...... 25 4.6.1 Agricultural output and freight patterns ...... 25

4.6.2 Road freight ...... 29

4.6.3 Rail freight ...... 32

4.6.4 Air freight ...... 36

4.7 Air services ...... 36 4.8 Mode share ...... 36 4.9 Summary of existing transport ...... 37

5 STAKEHOLDER LIAISON ...... 39 5.1 Transport for NSW ...... 39 5.2 Moree Plains Shire Council ...... 39 5.3 Australian Rail Track Corporation (ARTC) ...... 40

6 STRUCTURE PLAN ...... 41 6.1 Initial land use scenarios ...... 41 6.2 Land use maps ...... 41 6.3 EbD Master Plan ...... 45 6.4 Final Master Plan ...... 46 6.5 Land use type and size ...... 47

7 TRANSPORT ASSESSMENT ...... 48 7.1 Road network ...... 48 7.1.1 Traffic generation ...... 48

7.1.2 Trip distribution ...... 49

7.1.3 Trip assignment ...... 51

7.1.4 Road network performance and upgrade ...... 52

7.1.5 Moree Intermodal Overpass (MIO) location ...... 52

7.1.6 Indicative road layouts ...... 53

7.2 Rail and intermodal terminals ...... 56 7.2.1 Northern intermodal terminal location ...... 56

7.3 Active transport ...... 57 7.4 Public transport ...... 58 7.5 Mode share ...... 58 7.6 Impact of future technology ...... 58 7.6.1 Electric vehicles ...... 58

7.6.2 Hydrogen vehicles ...... 59

7.7 Air transport ...... 59 7.8 Livestock and Travelling Stock Route ...... 59

8 RECOMMENDED OBJECTIVES AND CONTROLS – MASTER PLAN ...... 60 8.1 Private transport and freight mobility ...... 60 Aims ...... 60

Performance criteria ...... 60

8.2 Active and public transport ...... 60 Aims ...... 60

Performance criteria ...... 60

9 MEASURES FOR DELIVERY PLAN ...... 61 9.1 Structure Plan and workshop outcomes ...... 62

10 CONCLUSION ...... 67

APPENDICES APPENDIX A – LIST OF ABBREVIATIONS ...... 69

Moree Special Activation Precinct

existing Mungindi Line. The north-east intermodal terminal is proposed to EXECUTIVE SUMMARY be located north of an investment driven rail loop connection to the Inverell The Department of Planning, Industry and Environment (DPIE) has Line, expected to be completed within the next 10 years. Road network engaged Arcadis Australia Pacific to prepare a series of traffic and transport upgrades would be implemented in the initial 10 years to support the studies, including a Transport and Traffic Plan (this report) to support the operation of both intermodal terminals. 20 to 40 years after the initial Moree Special Activation Precinct (SAP) Structure Plan. This report implementation of the SAP, an east-west corridor road link between the assesses the land use Structure Plan from the final Enquiry by Design Gwydir Highway east and west of Moree via the Moree Intermodal (EbD) workshop from a transport and traffic perspective. Overpass would be implemented, and a realignment of the Inland Rail (currently passing through the Moree township) is proposed to be Following a series of scenario assessments and EbD workshops, the completed on a 40-year time horizon. proposed land use for the Moree SAP Structure Plan occupies a total developable area of 1,485 hectares. The land use mix is predominately While shared paths are provided within the Moree township, active transport made up to horticulture (520 hectares) and energy producing precincts provisions in the surrounding network are minimal due to the rural nature of (1500 hectares) aimed to capitalise on the strong agricultural heritage of the region. New active transport links to support the SAP have been Moree and purposed with a self-sufficient precinct. The land uses are also proposed, including a new connection between the Moree township and supported by value-add agriculture, resource recovery, and two intermodal Moree railway station and routes between residential precincts and the precincts. A trip generation assessment was undertaken for the land use potential road network within the SAP. Footpaths would allow direct proposed by the Structure Plan, which forecasts that a daily total of 7,476 connections within the SAP from the regional enterprise precincts to the trips would be generated for the ultimate scenario. Peak hour trip commercial hub and end of trip facilities would be provided at the regional generation reflects the critical scenario, and a conservative assumption was hub and for businesses with higher numbers of employees. The active adopted where all employees of the precinct drive to work during the peak transport provisions are intended to encourage active transport as a mode hour, resulting in a forecast of 759 trips generated during the peak hour. for travel to work, as well as recreational trips along Halls Creek. To accommodate the 40-year vision for the Moree SAP, various road The SAP would be supported by the on-demand bus service currently network provisions are proposed to service the developments within the servicing Moree, and an additional internal bus network between the hub SAP. Those include a new rail overpass, realignment of Bullus Drive to and the regional enterprise precincts is also proposed, utilising the create a north-south connection, a future East-West Connector extending to proposed overpass and the Gateway loop road, which would connect Gwydir Highway, and a network of internal road and intersections with the between the two sides of the Newell Highway. existing network to provide local access to future SAP industries. With the planned runway extension for Moree Regional Airport, a connected A high-level capacity assessment was undertaken of the Newell Highway road network to the Moree Gateway Precinct and the airport access through between the Moree township and the access to the Moree SAP, under the Blueberry Road enables a smooth movement of commodities aimed for air assumption that future road upgrades would provide new overtaking lanes freight between the SAP industries and Moree township, and Moree in each direction. During both morning and evening peak hours, spare Regional Airport. capacity on the Newell Highway is expected to be sufficient during both The Travelling Stock Route (TSR) has a strong historical connection to the peak periods operate with no traffic performance or congestion issues. heavy agricultural heritage of the Moree township. As such, the current TSR Two new intermodal terminals are proposed by the Structure Plan to assist alignment would be mainly maintained in the Structure Plan, with a in the movement of freight. The southern intermodal terminal is to be proposed realignment of the route south of the northern regional enterprise located east of the Newell Highway and proposed to connect into the precinct.

1 State or regionally significant economic development and jobs creation. 1 INTRODUCTION They will be delivered as part of the $4.2 billion Snowy Hydro Legacy Fund. On 3 December 2019, the NSW Government declared Moree a Job creation and economic development through SAPs are underpinned by Special Activation Precinct (SAP) investigation area, delivered five core components (Figure 1-1). by the $4.2 billion Snowy Hydro Legacy Fund. With a renowned, Australia-wide reputation and heritage of agriculture and farming, this SAP places the Moree region as the highest productive grain region in the country, capitalising on existing road and air freight, and the future Inland Rail. The NSW Department of Planning, Industry and Environment (DPIE) is leading the master planning process of the SAP. Accordingly, DPIE has engaged Arcadis Australia Pacific (Arcadis) to prepare a series of traffic and transport studies, including a Transport and Traffic Plan (this report) for the Moree SAP, which focuses on the Source: NSW Government, 2019 mobility component of the Master Plan. Figure 1-1 SAP key elements

Two Enquiry by Design (EbD) workshops were organised as part of Moree was chosen as it has a rich agricultural tradition dating back to the the SAP master planning process. A preliminary EbD was held on establishment of the initial pastoral land more than 150 years ago. There the 14 and 15 September 2020 to develop three initial land use have been several step changes since, with the introduction of wheat, scenarios. Following an interdisciplinary assessment of the three pecan nuts in the 1960s and cotton in the 1970s. scenarios, a final EbD workshop was held between 17 and 20 Moree is well placed in the freight network to be an intermodal freight hub November 2020 to study the interdisciplinary constraints of the three as it is intersected by the Newell, Carnarvon and Gwydir Highways in scenarios and identify and develop a preferred land use Structure addition to being located on the Inland Rail. Plan. The Moree SAP objectives include: This report assesses the land use Structure Plan from the final EbD workshop from a transport and traffic perspective. • Increase the volume of freight mode shift to rail • Enable a broader cluster of freight and logistics-related activity 1.1 Moree Special Activation Precinct • Make Moree an attractive precinct for value-adding agribusiness The establishment of SAPs is a joint Government Agency initiative by the • Enable businesses to establish on appropriate sites that would benefit Department of Regional NSW, DPIE and the Regional Growth NSW from efficient access to freight and logistics networks Development Corporation (RGDC) as part of the 20-Year Economic Vision • Enable businesses to establish that require access to a high quality and for Regional NSW. SAPs are a new way of planning and delivering secure water supply infrastructure projects in strategic regional locations in NSW to ‘activate’

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• Provide increased economic and enhanced social outcomes for the Moree is located approximately 640 kilometres northwest of the Sydney broader community with a focus on the local Indigenous population. CBD, in north-western New South Wales. Moree has a population of approximately 9,400 and an Indigenous resident population making up 21.6 The completion of Inland Rail is expected by 2025 has the potential to per cent of the total population. Moree Plains has long been the ancestral dramatically improve the efficiency of freight transport between Moree and home of the Gamilaroi people who, as traditional custodians, are members key seaports, as well as large population centres (Figure 1-2). Moree is of the second largest Indigenous group in Australia. located on the Narrabri and North Star (N2NS) section and would provide more immediate freight savings. The primary road transport routes in Moree are the Newell Highway, a National Highway and a significant freight link connecting Victoria with Queensland, the Gwydir Highway which connects Grafton in the east with Walgett in the west via Moree, and the Carnarvon Highway, which extends to the southern Queensland border. Figure1-3 shows the boundaries of the investigation area for the Moree Special Activation Precinct.

Source: NSW Government 2019 Figure 1-2 Moree transport connectivity

The presence of Inland Rail combined with the existing assets that Moree offers would enable for a more diverse range of industries to be established and for the national economy and Moree economy to be more productive and more resilient. Freight movements are primarily focused to the port of Newcastle with other movements to Port Botany and Port Kembla.

Inland Rail would also enable access to Brisbane Port and other northern markets for bulk and containerised freight. The Moree SAP provides an Figure 1-3 Moree Special Activation Precinct Investigation Area innovative and effective program to capitalise on this potential.

3 1.2 Vision statement and mobility aspirations • Section 5 Stakeholder liaison – Identifies all stakeholder liaison undertaken during the preparation of the SAP reports The vision for the Moree SAP is an evolving statement covering both vision and aspirations for the precinct. The Moree SAP Vision is as follow: • Section 6 Structure Plan – Review of the Structure Plan against the relevant context, framework and evidence for the specific aspect With national and global connections, the Moree Special • Section 7 Transport assessment – Assessment of various road Activation Precinct enables diversification of Moree’s proud network upgrades and intermodal terminal locations agricultural economy by building on its strong connection to Country and sustainable water endowments and energy • Section 8 Recommended objectives and controls – Master Plan – A infrastructure. The Special Activation Precinct fosters world highlight of the proposed aims and performance measures of the proposed transport network class opportunities to value-add, embrace new technologies and develop innovative energy solutions. • Section 9 Measures and delivery plan – Recommended provisions suitable for inclusion in a Delivery Plan For mobility and multimodality for the SAP, the following aspirations have been recognised for the success of the precinct: • Section 10 Conclusions. • Leverage transport connections through air road and rail to drive exports and economic growth • Design efficient and equitable transport connections that reduce traffic, travel times and increases road safety • Enable effective linkages between Moree Township and the precinct with access through equitable transport choices • Enable effective linkages between the precinct and Moree Regional Airport to facilitate growth in trade and value-add products.

1.3 Report structure The remainder of this report is structured as follows: • Section 2 Strategic context – Understanding the local, regional, and state-wide context of Moree and the study area, and the regulations and policies related to the Moree region • Section 3 Methodology – The process of undertaking this study thus far and the steps completed to reach the Master Plan • Section 4 Key findings – Includes the baseline analysis and current transport conditions

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2 STRATEGIC CONTEXT 2.1.2 State Government There are a number of relevant state government plans, policies and strategies that outline the policy, vision and objectives for the New England 2.1 Policy overview and analysis North West region encompassing Moree. These relate to infrastructure The management and control of land use within Moree Plains Shire are investment, planning development growth and managing transport guided by several strategic and regulatory policies and plans. Council has networks. day to day decision making powers and Council’s statutory planning functions are exercised in line with the Local Government Act 1993 (NSW) and Environmental Planning and Assessment Act 1979 (NSW). Council is 2.1.2.1 20-Year Economic Vision for Regional NSW and the relevant Consent Authority for Development Applications. Future Transport 2056 The 20-Year Economic Vision for Regional NSW (2018) and Transport for NSW’s Future Transport 2056 (2018) strategies are the overarching State 2.1.1 Federal Government Government plans to guide better delivery of Government services and provides priorities for action. 2.1.1.1 National Freight and Supply Chain Strategy The 20-Year Economic Vision for Regional NSW brings together long-term The National Freight and Supply Chain Strategy (Transport and planning strategies including the Future Transport 2056 strategy and NSW Infrastructure Council, August 2019) set an agenda for coordinated and State Infrastructure Strategy (SIS) 2018-2038, and regional plans to provide well-planned government and industry action across all freight modes over a vision for regional people and businesses. It aims to support sustainable, the next 20 years. The Strategy seeks to provide regional and remote thriving regional communities that have a strong local identity, attract Australia with the infrastructure capable of connecting regions and younger generations, and offer valued alternatives to city living. communities to major gateways, through land links, regional airports, or The Future Transport 2056 strategy is an update of the NSW Long Term coastal shipping. Transport Master Plan (2012) and notes Moree as a hub to support travel in The Strategy commits to action in four areas: the New England North West region, with funding committed for the planning of heavy vehicle pavement upgrades to the Newell Highway • Smarter and targeted infrastructure investment between Narrabri to Moree and north of Moree. The Strategy also outlines • Enable improved supply chain efficiency proposed infrastructure improvements for throughput enhancement on Inland Rail in addition to intermodal rail investigations. • Better planning, coordination, and regulation • Better freight location and performance data. The primary pieces of infrastructure in Moree relevant to this Strategy are Newell Highway and Carnarvon Highway for road freight, Inland Rail for future rail freight, and the planned Moree Intermodal Park.

5 2.1.2.2 Regional NSW Services and Infrastructure Plan The Regional NSW Services and Infrastructure Plan (RNSIP) is the NSW Government’s proposal for mobility in the regional areas of NSW to 2056. The RNSIP defines the strategies, transport users, and their needs and outcomes that the government will use to advise transport planning in each region and support its future decision making. It also details service and infrastructure initiatives by region. Specific to the New England North West region, the Plan recognises future success of the region is to support efficient transport connections to, from and within the region. This plan recognises the function Moree plays within the region as a hub and refers to Moree as a ‘Regional Centre Transport Hub’. Figure 2-1 highlights the proposed regional improvements in the New England North West Region. There are a number of initiatives planned for Moree including: • Newell Highway, Mungle Back Creek to Boggabilla Heavy Duty Pavement (State and Federal Funded) • Newell Highway Heavy Vehicle Pavement Upgrades – Narrabri-Moree, North of Moree (Planning) • Inland Rail Intermodal Facility investigations • Support the delivery of Inland Rail.

2.1.2.3 NSW Freight and Ports Plan 2018-2023 The NSW Freight and Ports Plan 2018–2023 is a plan for the direction of the NSW Government investment to support freight and ports in NSW. It projects the volume of exports and imports to grow substantially and outlines key actions to enable regional growth and the future operation of critical freight infrastructure. Economic activity in regional NSW is becoming increasingly specialised, with the regions producing fewer types of goods and focusing on exporting outside of their region. Figure 2-1 New England North West RNSIP Initiatives

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Figure 2-2 demonstrates the significant forecast growth in livestock (71 per fleets to obtain permits on a case-by-case basis. Various truck-and- cent), grain (30 per cent) and coal (11 per cent) in the New England North trailer combinations designed for specific freight tasks could move more West region to 2036. freight more efficiently between transport hubs. • Funding infrastructure improvements to increase higher productivity vehicle access through the Fixing Country Roads program and Regional Road Freight Corridor Fund. • Assisting local councils in making higher productivity vehicle access decisions through timely information on bridge and pavement capacity for performance based standard vehicles.

2.1.2.4 Road Safety Plan 2021 (Towards Zero) The Road Safety Plan 2021 features targeted, evidence-based strategies to drive progress towards road safety goals, including an ambitious goal of zero fatalities and serious injuries on our roads by 2056. It aims to address, assess, and understand key trends, risks and the types of crashes on NSW roads and highways. Reducing fatalities on country roads is one of the biggest challenges identified and is a strong focus of this plan. A key action of the plan is to work with the heavy vehicle industry to develop a new heavy vehicle strategy to improve operational safety and increase the uptake of safety technology.

2.1.2.5 NSW Heavy Vehicle Access Policy Framework The NSW Heavy Vehicle Access Policy Framework outlines a strategic, staged approach to heavy vehicle access in NSW for both state and council Source: NSW Government 2018 roads. The framework identifies a vision for future heavy vehicle access in Figure 2-2 Map showing forecast growth in the three highest volume outbound NSW and priorities in metropolitan areas as well as on strategic regional freight commodities in each NSW region routes. Relevant to Moree are the NSW Government Actions set out in the Plan to The framework recognises that local council engagement in heavy vehicle address the goal of Improved Road Freight Access which include: access policy and priority freight corridors is vital to achieving heavy vehicle access gains. It also acknowledges that most freight journeys start or finish • Implementing the NSW Heavy Vehicle Access Policy Framework that on Local Roads and local councils currently manage approximately 90 per establishes roads across the whole of NSW that can be used by higher cent of the NSW road network. productivity vehicles reducing the need for Performance Based Standard

7 The framework provides a number of policy objectives for heavy vehicle access across a national regulatory framework, safety, public amenity and road infrastructure.

2.1.2.6 New England North West Regional Plan 2036 The latest and most relevant plan to the Moree SAP and New England North West region with regards to transport and infrastructure is the New England North West Regional Plan 2036 (DPIE, 2017). The New England North West Regional Plan 2036 is underpinned by a number of transport relevant State Government policies and plans including: • Future Transport 2056 (2018) • State Infrastructure Strategy 2018 • Newell Highway Corridor Strategy 2019. In the State Infrastructure Strategy 2018, Infrastructure NSW identifies the importance of an efficient freight transport network to ports and markets. It recommends improvement of existing road and rail networks, including freight productivity improvements along four critical corridors (the Newell, Golden, New England and Great Western Highways). The Newell Highway Corridor Strategy sets out how the NSW Government will manage road transport along the Newell Highway in the long term (over 20 years), from Tocumwal on the Victorian border to Goondiwindi on the Queensland border. An update to the New England NW Regional Plan is proposed for 2021.

2.1.2.7 Practitioner’s Guide to Movement and Place The Practitioner’s Guide to Movement and Place is a collaborative effort by Government Architect NSW (GNSW) and Transport for NSW (TfNSW) to implementing movement and place approaches for core placemaking projects, understanding what constitutes place and movement, and establishing evaluating performance and criteria for successful places. Source: Practitioner’s Guide to Movement and Place Figure 2-3 The built environment performance indicators are grouped under five themes, linked to ten user outcomes.

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2.1.2.8 Net Zero Plan Stage 1: 2020 – 2030 The Net Zero Plan Stage 1 represents the preliminary stage of the State’s action on climate change and net zero missions target by 2050. The document serves as the blue print for the SW Government economic and environmental strategy for the decade. With a target of 35 per cent emissions reductions by 2030 from their reported levels at 2005, the plan aims at initiatives for electricity, energy, electric vehicles, hydrogen, and organic waste. With sustainable development vision to empower current and future businesses, develop electric vehicle infrastructure, and improve the quality of life for the Moree township residents, the transport strategy for the Moree SAP is actioned to increase electric vehicle uptake and utilise prospective hydrogen production to power the next generation of bus fleets.

Source: MPSC 2019 2.1.3 Local Government Figure 2-4 Local government strategic planning framework

The Local Strategic Planning Statement (LSPS) was developed in The purpose of the LSPS is to guide land use planning for the next 20 years consultation with key stakeholders and is the overarching local strategic and aims to: planning document for Moree Plains Shire. It sits within an integrated local strategic planning framework (Figure 2-3) and is underpinned by previous • Identify the Shire’s strengths and weaknesses strategic work contained in the Moree Plains Shire Growth Management • Identify the Shire’s economic, environmental, infrastructure and social Strategy 2009 and Moree Plains 2017-2027 Community Strategic Plan. opportunities The 2017-2027 Moree Plains Community Strategic Plan underpins the • Develop land use objectives for the Shire from 2020 to 2040 LSPS. It is a 10-year plan in Moree Plains Shire Council’s (MPSC) integrated planning and reporting framework that sets out to balance the • Coordinate future development to align with the community’s aspirations Shire’s interests in quality of life, enterprise business, agricultural pursuits • Identify any changes to planning provisions and documents that need to and natural resources. It identifies the outcomes and long-term strategic be made responses needed to achieve the agreed directions in line with the long- term aspirations of the Moree Plains community. • Identify any additional planning provisions and documents that need to be made • Plan how the planning priorities listed in this LSPS will be implemented and monitored. Regarding transport and infrastructure, the LSPS aims to provide reliable infrastructure and transport networks for a connected future (Goal 3). The

9 LSPS also aims to identify suitable planning frameworks for sustainable and 2.2 United Nations Sustainable Development green industries, intensive agriculture, food processing and other agribusiness activities to avoid land-use conflicts. Goals The LSPS is also intended to help inform land-use zones and development The Sustainable Development Goals are the blueprint for achieving a better standards in the LEP and Moree Plains Development Control Plan 2013 and more sustainable future for all. There are 17 interconnected goals that (DCP). intend to address challenges related to poverty, inequality, climate change, environmental degradation, peace and justice. These goals are shown in Under Direction 1.1, 1.7, 1.6 and 3.3 in the LSPS, there are a number of Figure2-4. critical priorities related to planning outcomes and actions to guide the development of the Moree SAP and maximise the benefits, particularly from a transport perspective. As mentioned in Section 1.1.3, Local Government land uses statutory planning mechanisms are controlled through the MPSC LEP 2011. It aims to control, permit and prohibit development through identification of land use zones, subdivision requirements, use of land and demolition.

Figure 2-5 UN Sustainable Development Goals

The Moree SAP will seek opportunities to align the Master Plan with these goals. The key goals that will inform the traffic and transport component of the Master Plan are:

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GOAL 2: Zero hunger Goal 11: Make cities and human settlements inclusive, safe, This goal involves increasing investment in rural resilient, and sustainable infrastructure, agricultural research and extension services. This goal highlights the importance of transport in The investment in the Moree SAP will include enhanced sustainable and resilient cities. It aims to provide access to rural transport infrastructure including access, roads and safe, affordable, accessible and sustainable transport ancillary infrastructure to support agriculture development. systems including improving road safety and expanding public transport. GOAL 3: Good health and well-being The Moree SAP will aim to deliver this in addition to other targets, including: This goal includes targets around reducing the number of deaths and injuries caused by road traffic crashes and • Providing safe, inclusive and accessible, green public spaces promoting health and well-being globally. The traffic and • Supporting positive economic, social and environmental links between transport component of the Moree SAP will seek to provide urban, peri-urban and rural areas by strengthening national and regional a safe transport system and opportunities to promote active development planning. transport to improve the health and well-being of the whole Moree community.

GOAL 8: Decent work and economic growth Goal 8 targets development of productive activities, job creation, entrepreneurship, creativity and innovation. The Moree SAP will enable jobs generation, particularly in the construction phase for infrastructure in the short term, while reducing the proportion of youth not in employment, education or training in Moree Plains Shire.

GOAL 9: Industry, Innovation and Infrastructure Goal 9 promotes development of “quality, reliable, sustainable and resilient infrastructure, including regional and transborder infrastructure, to support economic development and human well-being”. The Moree SAP will invigorate the industry in Moree as well as the wider region while supporting innovation and greater infrastructure resilience.

11 3 METHODOLOGY The methodology adopted for the Structure Plan was informed significantly by the Enquiry by Design (EbD) process, a planning tool used to allow for key stakeholders to collaborate on the development of a vision for the Moree SAP. Figure 3-1 shows the forecast timeline of the Moree SAP project from commencement to completion of the Final Master Plan. The following two EbD workshops were held: • Preliminary EbD workshop – To develop three initial land use scenarios, which would then be further developed in an interdisciplinary assessment • Final EbD workshop – To study the interdisciplinary constraints and opportunities of each scenario and develop a final land use Structure Plan based on the assessment. The main participants in the workshops were: • DPIE • Regional Growth NSW Development Corporation (RGDC) • Moree Shire Plains Council (MPSC) • Technical consultants • State agencies, including Transport for NSW (TfNSW) • Australian Rail Track Operation (ARTC) - Final EbD only. The EbD workshop process enabled the development of the Master Plan scenarios, established the interdisciplinary understanding of their constraints and opportunities, progressed the agreement on the final Structure Plan. This report assesses the land use Structure Plan from the final EbD workshop from a transport and traffic perspective and would be used as input to the Draft Master Plan.

Figure 3-1 Methodology and timeline

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During the EbD workshops, inter-disciplinary participants and subject- • Allocation of sufficiently large land areas for new solar farms in the SAP matter-experts worked collaboratively together with all stakeholders, to to achieve a net-zero outcome present results of respective analyses, to provide input, to constructively • Proposed servicing and new supporting infrastructure development debate ideas and options, to critique and challenge thinking, and to discuss strategy for the SAP. the advantages and disadvantages of the various scenarios considered. The outcomes of the various traffic and transport studies, which were Interdisciplinary elements were recognised and incorporated to create undertaken by Arcadis, and the analyses of the strengths, weaknesses, robust, evidence-based reporting, as well as to challenge the status quo opportunities, and constraints of the respective options that were identified and to promote innovative and flexible ideas to challenging issues facing and examined, were tendered during the EbD workshops. The traffic and the SAP. transport studies supported various disciplines of the SAP investigation Overall, the streamlined approach to Master Planning enabled the area, and active discussions were held around: contributions from all participants to be duly considered and resulted in the • The internal road network, enabling works, and mitigations for rail/ road recommendation of a robust Structure Plan and a proposed transport conflicts network that embodies all of the inputs, considerations, constraints, suggestions and requirements from all respective parties. • The Moree Intermodal Overpass location and connectivity to internal and state long term road network The outcome of the final EbD is a Structure Plan that is well aligned with the Moree SAP vision and aspirations. • Recommendations on the different intermodal options, their location relative to the road network, and long-term suitability with rail alignments Of particular note, the outcomes from the discussions during the Final EbD which are reflected in the Structure Plan include: • Recommendation on Inland Rail impact on town severance and resolutions for active transport • Identification of a suitable location and orientation for the proposed Inter- Modal Terminal • Estimates on trip generation based on the projected number of employees, new businesses, and the area of the SAP • Long-term rail line relocation and routing, within the broader transport network • Recommended infrastructure staging plan. • Measures to protect biodiversity and heritage artifacts including The outcome and discussions held during the final EbD have been captured preservation of the TSR throughout this report. • Determination of water volumes and sourcing to satisfy the increased demands from the SAP, including certainty regarding water availability to meet first movers into the SAP • Measures to create early employment opportunities and priorities to create jobs for locals including Indigenous workers • Staged land use development strategy to take advantage of existing infrastructure

13 4 KEY FINDINGS

A review of the existing connections across Moree was undertaken to provide an understanding of the current and prospective transport network users across the road and rail network, including active and public transport modes as well as freight connections. The review of the baseline conditions enables the projection of current travel and freight patterns in the region for the masterplan evaluation, and provides an overview of the current opportunities and weaknesses in and around the SAP borders.

4.1 Road safety and crash history An analysis of historical crash information on the State and regional corridors running through Moree was performed of the five-year period between 2014 and 2018 sourced from the publicly available TfNSW interactive crash statistics explorer.

Figure 4-1 and Figure 4-2 show the locations of crashes that occurred along major corridors of Moree and within the Moree township, respectively. Figure 4-1 Crashes in the Moree township Over the assessed five-year period, a total of 43 crashes occurred in road network surrounding Moree, two of which resulted in fatal injuries. 16 per cent of all crashes resulted in serious injury, 30 per cent in moderate injury and seven per cent in minor injury. 42 per cent of crashes were non- casualty crashes. Table 4-1 summarises the crashes by severity by year. Table 4-1 Accidents by the degree of crashes

Degree of crash 2014 2015 2016 2017 2018 Total

Fatal 1 1 2

Minor/ other 2 1 3 Moderate 4 4 1 1 3 13 Non-casualty 6 4 5 1 2 18

Serious 1 3 1 2 7 Total 11 11 9 6 6 43

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Figure 4-2 Crashes along the major corridors in Moree

15 Proposed paths focus on increasing the potential to support the ability to 4.2 Active transport walk or ride for transport rather than only for recreation and leisure purposes. 4.2.1 Current infrastructure and proposed 4.2.2 Active transport snapshot expansion An analysis of Journey to Work data collected during the 2016 Census Moree has a bicycle network (shared pathway), shows that 4.9 per cent of work trips made by employees of Moree are which includes paths along the river and the local completed through active transport, despite 81.6 per cent of employees of road network. MPSC adopted the Moree Bike Plan Moree also living in Moree. It should be noted that the climate and heat in 2014-2024 which aimed to guide the future Moree, particularly during the summer months, are key consideration expansion of the cycling network. factors that decrease the proportion of journeys to work made by active MPSC also adopted the Moree Shared Pathway Plan 2014-2024 which transport. Journey to work information based on the 2011 Census show supports the work completed in the Bike Plan and provides the framework similar patterns, where 5.8 per cent of all work journeys are completed via necessary to link the existing shared pathways together, therefore, active transport. increasing not just bicycle but also pedestrian safety in Moree. Proposed In April 2016, MPSC undertook active transport surveys at Dr Hunter Bridge shared pathways and bicycle paths are captured in Figure 4-3. for 1.5-hour periods for five weekdays (8, 14, 15, 18 and 20 April 2016). The bridge crosses over the Mehi River, connecting the northern and southern sides of Moree. Moree Public School and TAFE NSW (to the north), and Moree East Public School (to the south) are all within 600 metres radius of the bridge. Figure 4-4 shows the location of Dr Hunter Bridge in the context of the educational institutions. The survey shows up to approximately 81 active transport users using the eastern and western walkways during the surveyed 1.5 hours, out of which 35 per cent are bicycle and scooter riders. An additional 10 pedestrians were reported crossing the bridge. For all the sum of all survey periods, of all path users at this location, 69.2 per cent were adults, 16.1 per cent were high school aged, and the rest were at primary school age and younger. Additionally, 82 per cent of those counts were pedestrians, with the rest are bicycles and scooters.

Source: MPSC 2014 Figure 4-3 Existing and Proposed Shared Pathway Network Map

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services are currently ongoing, with expansion to major employment areas around the township. The on-demand bus services align with Customer Outcome 2: Embracing new technology in the Regional NSW Services and Infrastructure Plan with regards to investigating flexible or demand responsive transport and adapting to and embracing new technology.

There is a twice-daily route service (7:35am and 6:05pm to meet the morning and evening train services) in addition to the on-demand services, seven days a week (excluding public holidays). Journey to Work data collected during the 2011 Census indicate that only 0.3 per cent of work trips were made by public transport. Reynolds Fogarty also operates an afternoon only service for Moree East Public School (Figure 4-5).

Figure 4-4 Active transport survey location

4.3 Buses

4.3.1 Local connectivity The Moree Town Bus Service operated in Moree until

November 2018. The Moree on-demand bus service Source: Reynold Fogarty 2020 has now replaced the town bus service. The on- demand bus service is a trial service operated by Figure 4-5 Moree East Public School bus service route Reynolds Fogarty. Discussion with TfNSW and MPSC indicated that plans for expanding the on-demand bus

17 4.3.2 Regional connectivity Regional bus services operate from Moree Railway Station, Gosport Street servicing Moree to Grafton (Figure 4-6). • Regional bus service number 141 operates between Grafton – Glen Innes – Inverell – Moree three days a week on Tuesday, Thursday and Saturday from Moree Town stop • Regional bus service number 142 operates between Moree – Inverell – Glen Innes – Grafton three days a week on Monday, Wednesday Friday from Moree Town stop. NSW TrainLink also operates a service between Moree and Walgett on Wednesday and Thursday each week.

Source: NSW Government 2019 Figure 4-6 North Western NSW regional train and coach network

Other regional coach services operated by Crisps coaches provide connectivity to Brisbane and Toowoomba (via Warwick).

4.4 Rail The NSW TrainLink passenger rail network in the New England North West region connects Moree Railway Station as well as Armidale, Tamworth and the Upper Hunter with Newcastle (Broadmeadow), the Central Coast and Sydney (Central) daily (refer to Figure 4-7). Moree Railway Station is located on the North West NSW line and is serviced by NSW TrainLink.

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• Regional train service 243 operates between Sydney (Central) – Werris 4.5.1 Road network Creek – Moree seven days a week This section describes the classification of the road • Regional train service 244 operates between Moree – Werris Creek – network in the study area. The information was Sydney (Central) seven days a week. obtained from the Schedule of Classified Roads and Unclassified Regional Roads and Alpha Numeric Route Number System. Moree is located at the junction of three highways, including Gwydir Highway (B76) and Carnarvon Highway (B55) which are classified State highways, and the Newell Highway (A39) which forms park of the AusLink National Land Transport Network. Figure 4-8 provides an overview of the key road and rail networks connecting Moree in a state-wide perspective.

Source: NSW Government 2018 Figure 4-7 NSW existing railway network

4.5 Vehicle The primary mode of travel in Moree is the private vehicle, with about 82 Source: MPSC, 2019 per cent of all work trips being undertaken with the use of a private vehicle. The high mode share accounted for by vehicles can be partially attributed to Figure 4-8 Road and Rail Freight Network State-wide Coverage the low proportion of active transport users, likely due to the climate and heat in Moree.

19 Surrounding the SAP Investigation Area, Figure 4-9 highlights the road and 4.5.1.1.2 Moree township bypass rail network. The Moree township bypass involved the construction of a 4.4-kilometre realigned Newell Highway between Bulluss Drive to the south of the Moree Township to Moree Racecourse to the north east of Moree Township. Following the completion of the Moree Bypass Stage 2 (Figure 4-10) in 2015, trucks have been mostly removed from Moree’s commercial area in Balo Street (1,700 heavy vehicles a day travelled through the township of Moree, the equivalent of one truck per minute during the day and one truck every one and a half minutes at night), significantly increasing local road network safety and promoting the efficient movement of freight on the Newell Highway south of the town.

Figure 4-9 Rail and road network surrounding the SAP investigation network

4.5.1.1 National roads

4.5.1.1.1 Newell Highway Source: TfNSW (formerly NSW Roads and Maritime Services), 2009 As mentioned in Section 3.4 Freight connectivity and journeys, Newell Figure 4-10 Moree township bypass Highway is a significant artery traversing regional NSW and performs an important role in the movement of road freight. For Moree, the highway contributes to the competitiveness of the region’s agricultural sectors, opening up access to essential freight networks and ports in NSW and Queensland.

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4.5.1.2 State roads 4.5.1.2.2 Gwydir Highway Road transport currently dominates the freight task for agricultural The Gwydir Highway provides an important east-west freight link across the commodities in Moree Plains Shire. Great Dividing Range and connects a series of interstate highways and important interregional corridors with inland urban centres. It links Grafton State roads intersecting Moree include the Carnarvon Highway and Gwydir west to Walgett via Glen Innes, Inverell, Warialda and Moree. Highway.

4.5.1.2.1 Carnarvon Highway The Carnarvon Highway is a State highway, providing a crucial secondary link to the north-west of NSW into southern Queensland linking Moree to Rolleston in Central Queensland. It is categorised by the Transport Infrastructure Council as a secondary key freight route and accommodates livestock, grains, and containers and general freight to Moree Plains Shire predominantly.

Source: NSW Government 2015 Figure 4-12 Gwydir Highway intersecting Newell Highway

The Gwydir Highway follows Greenbah Road, Coolibah Steet, Gwydir Street, Balo Street, Boggabilla Road and onto Cross Street and Alice Street. It also provides an east-west connection from the Newell Highway at Moree to the Pacific Highway at Grafton. Gwydir Highway to the west of Moree forms part of a key freight link between Perth/Adelaide and Brisbane. A large portion of the heavy vehicles traveling from the west will travel through Moree and north to Brisbane. The Gwydir Highway is the only B-Double (25-26 metres) route between the North East – North West Region and the NSW North Coast. Average daily traffic (ADT) on the Gwydir Highway (at Inverell) is shown in Figure 4-13.

Source: Transport Infrastructure Council 2017 Figure 4-11 NSW key road freight routes - Carnarvon Highway

Source: TfNSW, 2020 Figure 4-14 Moree State and Regional roads

Source: TfNSW, 2020 4.5.1.4 Local roads Figure 4-13 Gwydir Highway (at Inverell) ADT Moree Plains Shire Council received $3.4 million as part of the Fixing Local Roads program in 2020 to go towards seven infrastructure projects in the 4.5.1.3 Regional roads region. These projects include: There are several roads within the township of Moree that are classified as • The sealing of curves on SR108 Burrington Road regional roads (Figure 4-14) including: • Sub arterial road sealing of 5.8 kilometres of Terry Hie Hie Road • Edward Street • Intersection upgrades with state highways (three projects) • Jones Avenue (part) • The sealing of bridge approaches on local roads (across three projects) • Bulluss Drive (part) • The sealing of curves on SR1 Watercourse Road. • Tycannah Street (part).

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Additional funding was received through alternate sources and put towards the North-South Link – Stage 1 of the Moree Intermodal Park (MIP). These upgrades would support improved access around the MIP. Gosport Street, Warialda Street and Dover Street are north-south streets which run parallel to, and to the east of, the Newell Highway (Frome Street) and to the west of the railway line. Anne Street, Adelaide Street, Thompsons Avenue and Jones Avenue are east-west streets which run parallel and to the south of Alice Street. These connect the Newell Highway and the streets to the west of it to Gosport Street and Moree Railway Station. Joyce Avenue is located between Warialda Street and Gosport Street, and connects Jones Avenue in the north with Frome Street in the south. Joyce Avenue enables connection for businesses in Joyce Avenue that attracts Restricted Access Vehicles with Frome Street.

4.5.1.4.1 Level crossings Four major level rail crossings exist within the SAP Investigation Area (Figure 4-15). • Gwydir Highway (the main vehicles impeded by the Gwydir Highway are private vehicles entering and exiting the Moree township) • Tycannah Street • Bulluss Drive • Bullington Road.

Figure 4-15 Rail level crossings

23 The Bulluss Drive and Burrington Road level crossings impact freight trucks. Consultation with MPSC and TfNSW indicated long queues extending on Newell Highway, especially during peak harvest seasons and maximum freight demands. With the Bulluss Drive and Gwydir Highway level crossings distanced at 1,200 metres, and with Inland Rail trains extending to 1,800 metres (and ultimately 3,600 metres), a real constraint is mitigating the crossings to minimise the impact on the road network in the future. The distance between the crossings and nearest intersections has a significant impact on freight traffic during peak harvest seasons. The Bulluss Drive crossing is located 60 metres away from Newell Highway, and 100 metres from the intersection with Tycannah Road. Similarly, the impact of the Gwydir Highway crossing needs to be considered for any proposed road upgrades for Moree and the SAP investigation area.

4.5.1.4.2 Unsealed roads Accessing residential regions and industrial areas within the greater region is typically done through unsealed roads, though unsealed roads in the Moree township service as urban service road, as shown in Figure 4-16. Out of the 2,850 kilometres of public roads in the Moree Plains Shire, close to 2,000 kilometres of streets and corridors are unsealed or dirt roads. Within the Moree SAP investigation area and the area south-west of the Figure 4-16 Sealed and unsealed roads in Moree township Moree Regional Airport, access to major industries such as the Moree Waste Management Facility and Moree Solar Farm is a combination of MPSC sealed and unsealed roads, as shown in Figure 4-17.

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4.6 Freight connectivity and journeys Moree is a major agricultural centre in NSW, contributing to almost 18 per cent of the State’s gross agricultural value, and renowned for its mix of agrarian commodities, which, at a regional scale, include cereal and cotton crops. On the other hand, cattle, oilseeds, and pecan nuts contribute significantly to the local economy. As such, the role of freight in mobilising these products and its importance to the Moree economy are high priorities for the vision of the SAP investigation area.

4.6.1 Agricultural output and freight patterns Agriculture is the main engine industry within the Upper North West Region; the region is one of the most productive agricultural areas in Australia. In 2015-16, the value of the region’s agricultural output (excluding processing) was $1.6 billion (Australian Bureau of Statistics [ABS] Agricultural Census, 2015-16). For Moree, details of the agricultural output by commodity is shown in Table 4-2. In 2015-16, cropping accounted for 92.8 per cent of the value of agricultural production ($866 million) within Moree Plains area, with Figure 4-17 Sealed and unsealed roads in Moree and SAP investigation area livestock contributing 6.7 per cent ($64 million) and horticulture (fruit, vegetables and nuts) five per cent ($5 million). Cropping is the dominant 4.5.2 Point to point activity in the Moree Plains area. Taxi services operate in the Moree Township, with the on-demand bus service providing wider connectivity to the local population. Taxi services still play an important role in Moree, particularly for trips to and from the airport, and after-hours trips (i.e. after 7pm when the on-demand bus service ends).

25 Table 4-2 Moree agriculture output Agricultural Value of output Percentage of total commodity ($ million) output

Cereal crops for 406 42.5% Grain Cotton 208 21.8% Other crops 272 28.5% Fruit, nuts, vegetable 5 0.5% Cattle 51 5.3% Sheep - meat and 12 1.3% wool Other livestock 1 0.1% Total cropping 886 92.8% Total horticulture 5 0.5% Total livestock 64 6.7% Total 955 100.0% Value per hectare $498

Source: Upper North West Regional Economic Strategy 2018 - 2022 Figure 4-18 shows the destination of agricultural commodities originating in New England North West (SA4), and Figure 4-19 shows the origin of all commodities arriving in New England North West (SA4) by commodity type in 2016.

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Source: NSW Government 2018 Figure 4-18 Strategic freight commodity origin map, New England and North West 2016

Source: NSW Government 2018 Figure 4-19 Strategic freight commodity destinations map, New England and North West 2016

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3A vehicle combinations. The General Mass Limit and Concessional Mass 4.6.2 Road freight Limit network in Moree is shown in Figure 4-21. The Newell Highway is the longest highway in NSW and connects south- eastern Queensland and Victoria via central NSW. It is a crucial national freight route that is nominally a two-lane, two-way single carriageway road and utilised for an increasing number of freight movements connecting producers in western NSW to interstate capital cities. Freight on this highway includes food products, agricultural commodities, general freight and manufactured goods.

Source: NSW Government 2015 Figure 4-20 Newell Highway and key intersecting highways

Twenty-six metre B-doubles are permitted along the entire length of the Newell Highway, except through the West Wyalong urban commercial centre. Road trains are permitted along the majority of the Newell Highway. B-triples and AB-triples are permitted between Narrabri to Goondiwindi. Additionally, the Newell Highway is being upgraded to accommodate PBS Source: Transport for NSW, 2020 Figure 4-21 General and Concessional Mass Limit networks in Moree

29 Freight journeys in the Moree Plains region for vehicles in the Intelligent Access Program in 2018 are highlighted in Figure 4-22. Newell Highway carried 65,427 freight journeys. Figure 4-23 highlights freight trips passing by Moree township.

Source: NSW Telematics 2018 Figure 4-23 Freight journeys passing Moree township

The percentage of heavy vehicles in rural areas of the Newell Highway

corridor in 2011 ranged from 26 to 52 per cent of total traffic volumes. Source: NSW Telematics 2018 Moree to Boggabilla was observed to have the highest of rural highway Figure 4-22 Freight journeys in Moree Plains region section with the percentage of heavy vehicles (52 per cent) in 2015 (ARTC, 2015). Survey daily traffic volume data shows that almost half of daily annual average daily traffic (AADT) northbound and southbound are observed to be heavy vehicles.

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Table 4-3 2012 traffic volume – Narrabri to Boggabilla

Statistic Narrabri to Moree to Moree Boggabilla

Daily Traffic AADT 2,924 2,533 %Heavy vehicles (two-way) 1 40.5% 47.7% Typical Peaking Characteristics Northbound peak (11:00am) 127 113 Opposing flow 106 93 %Heavy vehicles (two-way) 32.5% 36.2% Southbound peak (2:00pm) 109 94 Opposing flow 118 96 %Heavy vehicles (two-way) 35.7% 40.4% Source: RMS 2012 As shown in Figure 4-24, most freight flows in the Moree region are carried on the Newell Highway.

Source: CSIRO, 2019 Figure 4-24 Freight flows for all movements in the Moree region

4.6.2.1 Grain Harvest Management Scheme (GHMS) The GHMS is a scheme which allows trucking operators to make use of an overloading tolerance of up to five per cent per load on regional and local roads across Australia. MPSC has enrolled in the scheme with the following conditions: • Approval to travel on 25/26m B - Double and road train (A-Double and AB-Triple) routes that have been published in the gazette

31 • General Mass Limit (GML)/ Concessional Mass Limit (CML) AB-triple - 4.6.3.2 Existing intermodal facilities Approved for access on the GML/CML Type 1 A-double network Moree currently has a number of intermodal facilities (MPSC, 2020) • Higher Mass Limit (HML) AB-triple - Approved for access on the HML including: AB-triple network • Louis Dreyfus Company (LDC) provides bulk grain and cotton storage, • Gravel and dirt roads are to be used in dry weather only handling and shipping. There is limited container “pick and place” • Approval applies to the period 1 October 2016 to 30 June 2021 operations and is utilised largely for blended grain products. It should be noted that LDC owns a private rail siding • Maximum 80 km/h speed on all unsealed roads • Manildra Grain provides bulk grain storage, handling and shipping. • The scheme will be reviewed after each harvest period on receipt on the Manildra Grain utilises dedicated trains with grain utilised in the yearly harvest report for the scheme. company’s internal operations. It should be noted that Manildra has Under the GHMS, the following participating grain receiver sites in Moree access to an ARTC managed rail siding were approved: • GrainCorp provides bulk grain storage, handling and shipping. It should • Broadbent be noted that GrainCorp has access to an ARTC managed rail siding • • Moree-Haddad’s Austgrains provides silo-based grain storage, handling and shipping. It should be noted that Austrgrains have access to an ARTC managed rail • Graincorp siding • Manildra Group • CHS Broadbent provides bulk grain storage, handling and shipping. It should be noted that Broadbent utilise a rebuilt section of the Inverell • Louis Dreyfus Commodities Line, which is ARTC managed. The location of the existing intermodal facilities is shown in Figure 4-25. 4.6.3 Rail freight The MPSC Greenfield Intermodal Facility and Associated Road Access multi-criteria analysis (MCA) (2020) identified that with the exception of the 4.6.3.1 Existing freight rail Louis Dreyfus Company, none of the current operators have capacity for containerised freight. It also identified “that demand for a greenfield Moree is located on the Mungindi line, which is currently part of the ARTC intermodal is dependent on a significant modal shift from road to rail heavy vehicle network, branching from the Great Northern Railway at the including grains, cotton and legumes. Although current demand would not major rail centre of Werris Creek, and heading north to the remote town of require a greenfield facility, it is important from a long-term strategic Mungindi, on the Queensland border. This line would form part of the N2NS planning perspective to identify potential sites, including rail and road section of Inland Rail. The line is currently utilised for almost its entire length access to those sites” (MPSC, 2020). for grain transport, and for coal from the Preston and Gunnedah collieries. Existing rail facilities from Moree to Narrabri are restricted and can currently generally only accommodate 800-metre trains carrying a total of 2,300 tonnes of grain. Inland Rail would accommodate 1,800-metre long double- stacked trains with a 21-tonne axle load at a maximum speed of 115 km/h.

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4.6.3.3 Inland Rail and freight forecasts Inland Rail will be a 1,700-kilometre rail line between Melbourne and Brisbane via regional Victoria, New South Wales and Queensland that will provide freight producers and regional centres with efficient rail access to domestic and international trade gateways. The N2NS section of Inland Rail is expected to be completed by 2023. Forecast weekly train numbers on Inland Rail is provided in Table 4-4 . Table 4-4 Forecast Inland Rail train numbers (round trips)

Train type Trains per week 2024- 2029- 2034- 2039- 2044- 2049- 2025 2030 2035 2040 2045 2050 Inter-capital/ 36 43 51 36 42 49 intermodal Grain 15 15 16 17 18 19 Coal 58 87 87 87 87 87 Others 15 16 17 19 20 22 (including steel, mineral and general freight Total 123 162 171 158 166 174

Source: ARTC, 2015 Note: Assumes maximum inter capital/intermodal train lengths of 1,800 metres with 50 per cent double stacking of containers (net payload 1,470 tonnes), increasing to 3,600 metres from 2,039–2,040 (net payload 2,938 tonnes); 800-metre bulk agriculture trains reflecting an assumed range of 650 metres for a narrow gauge to 900 metres for standard gauge trains (net payload 2,010 tonnes) and 1,010 metre coal trains (net payload 4,250 tonnes). Reference train Source: MPSC, 2020 payloads have been adjusted by ARTC to reduce from theoretically efficient trains for planning Figure 4-25 Indicative location of existing intermodal facilities purposes. Train numbers reflect the maximum across all line sections. Totals may not sum due to rounding.

33 Inland Rail is a project that will catalyse and increase the rate of growth of 4.6.3.4 Moree Intermodal Park the agricultural sector in Moree Plains Shire. As the most productive agricultural shire in Australia, and as a key transport junction of road and Moree SAP is MPSC’s long-term vision to maximise the benefits of Inland rail, Moree is well-positioned to be the transport and logistics hub of North Rail and improve efficiency in the Shire’s key economic driver of agricultural West NSW. Moree is located on the N2NS section of Inland Rail enabling business. The Moree Intermodal Park forms part of this vision and efficient rail freight between Moree and key seaports, as well as large interfaces with the Weemelah rail network and Inverell New England Line population centres such as Newcastle. providing opportunities for region-wide freight activation. It centres on an area of Moree that currently hosts a range of bulk commodity and low volume containerised logistics providers. Each provider has a different form and quality of access to Inland Rail. However, all cannot currently conduct fast outload operations for bulk commodities and have limited ‘pick and place’ capability for containerised freight. Further plans to develop the Moree Intermodal Park through the SAP will increase Inland Rail freight throughput and enable productivity improvement.

Source: ARTC, 2019 Figure 4-26 Narrabri to North Star Inland Rail Alignment

The N2NS project involves 188 kilometres of track upgrade within the existing rail corridor and construction of approximately 1.6 kilometres of new rail track to accommodate future planning for 1,800-metre double-stacked freight trains. N2NS construction is expected to commence in March 2021.

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Source: MPSC, 2019 Figure 4-27 Previously Developed Conceptual Overlay – Moree Intermodal Park

35 4.6.4 Air freight The Moree Freight Services via the Moree Regional Airport has two components – Qantas and Toll Priority. Prior to COVID-19, these services operated as below: • Qantas: – The Qantas freight services from Moree operated twice daily: . The daily morning flight was for livestock . The daily evening flight was for bank bags – Medical supplies to Moree and emergency freight operated weekly from the airport • Toll Priority: Figure 4-28 2012 Aircraft movements by activity – The Toll Priority air freight route covers Moree, Armidale, and Sydney, for an overnight stay in Moree 4.8 Mode share – Peak hours for Toll Priority freight are in the Christmas and harvest Journey to work data collected during the 2016 Census was analysed as a periods. proxy for understanding the broader travel mode share across Moree. The analysis was based on Statistical Area Level 2 (SA2) areas. The dominant mode of travel for all work journeys (including full-time, part-time and casual 4.7 Air services employees) to Moree is the private vehicle, accounting for 81.6 per cent of Moree Regional Airport is an important gateway for all work journeys, followed by active transport at 4.9 per cent. business, tourism, and personal travel. For freight, Of all work trips to Moree, 81.3 per cent originate within Moree, and a the airport serves as an opportunity for high-value further 16.9 per cent from the wider Moree region. The remaining 1.8 per commodities. It also provides services for workers cent originate from other regional towns such as Narrabri, Tamworth and and access to specialist health, education, and Walgett. Table 4-5 shows the work journeys made with a destination in commercial facilities. Moree. The Moree Regional Airport Master Plan 2014 highlighted the types of activities occurring in the airport. The regional airport primarily provides general aviation services, facilities and maintenance for agricultural aviation but also operates twice-daily services to Sydney by QantasLink, as shown in Figure 4-28. Discussion on air freight is highlighted in Section 1.1.1.

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Table 4-5 Mode of travel to Moree 4.9 Summary of existing transport Mode Trips Mode share The existing transport network around the Moree SAP area can be percentage summarised as follows: Vehicle 2861 81.6% • Moree has provisions for pedestrian and bicycle movements through the Active transport 171 4.9% township with numerous proposals to close the gaps in the existing network, but low levels of provisions outside of the township. The active Public transport 9 0.3% transport network is underutilised, with only 5.3 per cent of work trips Other mode 14 0.4% being completed via an active transport mode despite census data showing that 80.3 per cent of work trips to the Moree Statistical Area Worked at home or 395 11.3% originate within the same region. A major challenge in increasing active did not go to work transport mode share is the heat and climate in Moree, particularly Mode not stated 53 1.5% during the summer months. Total 3505 100% • Buses in Moree primarily operate as on-demand bus services, for which TfNSW and MPSC has indicated plans for expanding upon. Moree is also serviced by a twice-daily route service which coincides with morning Due to the high proportion of residents in Moree who also work within the and evening train services. Moree has regional bus and coach services town, a similar modal split can be observed when considering work trips operating between Grafton – Glen Innes – Inverell – Moree as well as from Moree. Table 4-6 shows the mode share of work trips made by Toowoomba and Brisbane in Queensland. residents of Moree. • Regional train services operate daily, seven days a week by TrainLink Table 4-6 Mode of travel from Moree between Moree – Werris Creek – Sydney (Central). The rail services are times to coincide with twice-daily bus services running through Moree. Mode Trips Mode share • Three major highways connect via Moree, with the Newell Highway percentage providing a major north-south link, and Gwydir Highway and Carnarvon Vehicle 2,528 81.5% Highway providing east-west connections south and north of Moree, respectively. Active transport 167 5.4% • There are four roads classified as regional roads in Moree including Public transport 9 0.3% Edward Street, Jones Avenue (part), Bulluss Drive (part) and Tycannah Other mode 11 0.4% Street (part). Worked at home or 341 11.0% • A high proportion of trips made by residents of Moree are by car, with did not go to work 79.7 per cent of all work journeys being undertaken using a private Mode not stated 48 1.5% vehicle. Total 3,100 100%

37 • Moree is a major agricultural centre in NSW attributing to almost 18 per cent of the State’s gross agricultural value, resulting in high volumes of freight movements from the precinct. • 26-metre B-Doubles are permitted along the Newell Highway, Gwydir Highway and Carnavon Highway, which connect to the township. The Newell Highway and Gwydir Highway are the most heavily used routes, carrying over 65,400 and 13,200 freight vehicles per year, respectively. In 2011, Moree had the highest percentage of heavy vehicle use of rural highways. • Moree’s rail freight is serviced by the Mungindi line, branching from the Great Northern Railway at Werris Creek and is predominantly utilised for almost its entire length for grain transport, and for coal. The line will form part of the 1,700-kilometre Inland Rail line between Melbourne and Brisbane, expected to be completed in 2023. • Moree Regional Airport functions as a gateway for business, tourism and personal travel, with twice-daily services to Sydney. The airport additionally services air freight through twice-daily flights, with increased aircraft volumes during the peak demand around Christmas and the harvest period. • Three major level rail crossings exist within the SAP Investigation Area. • Recent approved funding to upgrade the local road network and North South Link will support the development of the Moree Intermodal Park. • The baseline analysis of the mobility network provides an assessment of the current opportunities and threats to the development of the SAP, and enables the projection of the existing conditions to evaluate the impact of the SAP on the road and active transport network.

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5 STAKEHOLDER LIAISON 5.2 Moree Plains Shire Council At the project initiation phase and during the site visit in July 2020, several MPSC provided Arcadis and DPIE with previous studies for traffic and stakeholders were identified for SAP collaboration and master planning transport studies and reports, as well as MPSC’s future strategies and coordination. In addition to DPIE, TfNSW, MPSC, and ARTC provided input plans. Discussions with MPSC were centred around the following: on several infrastructure decisions that were considered as part of the EbD • Road network: workshops and scenarios and Master Plan development process. – On-going and future committed network upgrades to pave unsealed roads within the SAP investigation area, including the sealing and 5.1 Transport for NSW realignment of Bullus Drive, Burrington Road, and Tapscott Road, and the formation of the North South Link. Consultation with TfNSW was undertaken from the site visit stage of the project to the final EbD workshop, and it was focused on the transport – The location of the MIO, its connections to the potential road network constraints in the study area, current and projected freight patterns, future within the SAP, and the future extension of the East-West Connector transport strategies in the region, and proposed infrastructure upgrades. to Gwydir Highway. The outcomes of the discussions are as follows: • Active transport: • TfNSW is currently undertaking road upgrades and constructing – MPSC adopted the Moree Bike Plan 2014-2024 which aimed to guide overtaking lanes on Newell Highway between Narrabri and Moree. future expansion of the cycling network. The bike plan includes the • With the estimated completion and operation of the Inland Rail in Moree, current shared pathway network. accesses to the internal road network from Newell Highway, through – MPSC wants to mitigate pedestrian severance between the eastern Burrington Road, would be closed. and western side of the township and introduce active transport links • Moree currently experiences two types of freight movements. A to the SAP regional enterprise plots. standard, harvest supply chain, which is predominantly agricultural • Public transport: grains, starting from Moree and destined to Brisbane, NSW West, and New Castle, and a reverse supply chain, for freight vehicles, starting – An on-demand bus service replaced the Moree Town Bus Service, from Melbourne and stopping in Moree. and the current trail of the service has been terminated. MPSC is looking for new trials and long-term plans to reactivate the service. • The design of internal road infrastructure and the Moree Intermodal Overpass (MIO) needs to consider what is best for freight accessibility. • Emergency access to the SAP through a proposed east-west overpass needs to be considered in the analysis.

• Active transport connectivity on Newell Highway remains a dangerous manoeuvre. TfNSW would like to provide a short term and long-term active transport vision for the Moree township and the SAP. Targets for active transport and public transport mode shares need to align with TfNSW regional guidelines.

39 5.3 Australian Rail Track Corporation (ARTC) Considering the opportunity Moree has to capitalise on the Inland Rail running through Moree, ARTC were consulted during the final EbD workshop. The following discussion points were considered: • ARTC provided insights on the proposed southern intermodal, with the proposed construction of a siding, which is likely to occur in the initial phase of the SAP development. • The potential Inland Rail alignment bypass of the Moree township could occur sometime in the distant future. This was therefore considered and discussed to ensure that the plan for the SAP did not preclude this opportunity. • Inputs on the location of the northern intermodal terminal from an operational and rail network perspective.

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6 STRUCTURE PLAN

6.1 Initial land use scenarios A two-day preliminary EbD workshop was held on 14 and 15 September 2020. As a result of the workshop, three land use scenarios were developed and refined by the various discipline consultants. The three scenarios included the following: • Scenario 1 “Low growth scenario”: capitalising on the proposed northern intermodal terminal, Scenario 1 focuses all industries within the northeast direction of the SAP investigation area. • Scenario 2 “Medium growth scenario”: In addition to the development area for Scenario 1, Scenario 2 expand the development nearby the Moree Regional Airport and occupies the northern region of the SAP investigation area. • Scenario 3 “High growth scenario”: Proposed development across the entire SAP investigation area.

6.2 Land use maps The land use maps for the low, medium and high growth scenarios prepared by the Structure Plan team are shown in Figure 6-1, Figure 6-2 and Figure 6-3, respectively. The figures show the proposed land use for each scenario, along with their respective yields in hectares.

Land parcel name Scenario 1 (hectares) Intermodal 312.83

Freight and logistics 147.45

Horticulture and intensive agriculture 113.61

Traditional native horticulture N/A

Resource recovery 222.45

Value add agriculture 371.38

Bioenergy/ high impact 330.86

Energy/ solar N/A

Enterprise/ industrial N/A

Hub 35.67

Total 1534.25

Figure 6-1 Scenario 1 land use map and proposed yields

42 Arcadis Australia Pacific Pty Limited Moree Special Activation Precinct

Land parcel name Scenario 2 (Hectares) Intermodal 363.58

Freight and logistics 271.32

Horticulture and intensive agriculture 395.89

Traditional native horticulture N/A

Resource recovery 330.86

Value add agriculture 197.98

Bioenergy/ high impact 574.48

Energy/ solar 283.84

Enterprise/ industrial 257.33

Hub 35.67

Total 2710.95

Figure 6-2 Scenario 2 land use map and proposed yields

Land parcel name Scenario 3 (Hectares) Intermodal 385.94

Freight and logistics 436.58

Horticulture and intensive agriculture 395.89

Traditional native horticulture 283.84

Resource recovery 226.71

Value add agriculture 197.96

Bioenergy/ high impact 678.45

Energy/ solar 1005.89

Enterprise/ industrial 258.1

Hub 35.67

Total 3905.03

Figure 6-3 Scenario 3 land use map and proposed yields

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6.3 EbD Master Plan Following the scenario assessment phase and reporting, a final EbD workshop was held in Moree at the MPSC premises between 17 and 20 November 2020 to develop the Master Plan for the investigation area. The workshop enabled an atmosphere of interdisciplinary collaboration to ensure the environmental, infrastructure, and social constraints and opportunities were considered in the development of the preferred Master Plan layout.

Figure 6-4 95% master plan (Elton/WSP layout, GIS layout)

45 6.4 Final Master Plan Following the development of the Master Plan of the investigation area during the final EbD workshop, the insights and technical reports produced during the process were used alongside information from the market sounding undertaken by The CIE, to further refine land use and employment scenarios. The final technical economic report Moree Special Activation Precinct Responding to the Final Enquiry by Design (The CIE, 2021) provides evidence-based recommendations in relation to land area and employment across all types of land uses and industry categories envisaged for the Moree SAP.

Figure 6-5 Master Plan update responding to the Final Enquiry by Design (WSP layout)

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Land use type Total land Employment 6.5 Land use type and size allotment (Hectares) As per the Moree Special Activation Precinct Responding to the Final Enquiry by Design (The CIE, 2021), the proposed SAP land uses, net Circular economy developed area for 40 years, and the proposed employment figures are Resource recovery (tyres and plastics) 60 20 summarised in Table 6-1. The net developable regional enterprise has been revised to 1,485 hectares. Waste to energy — Biogas 30 10 Table 6-1 Proposed land use and employment with indicative staging Solar electricity 700-2100 4-12 Hydrogen production 10 4 Land use type Total land Employment allotment Supporting/ service industries (Hectares) Light industry/ commercial 10 25 Building on water and land availability Total 1485-2885 3732 Aquaculture 5 300 Outdoor horticulture 150 81 Undercover horticulture 365 1993 Building on grain/ cotton advantage Increasing value from the supply chain 25 50 Early-stage processing 25 78 Grain ethanol 30 24 Reducing reliance on imported inputs Diesel replacement (methanol) — Gas to 0 0 liquids Chemicals manufacture/mixing 15 15 Fertiliser mixing— Urea ammonium 10 10 nitrate Building on location Intermodal terminal (public access) 30 15 Freight and logistics 20 10 Abattoir 0 0

47 7 TRANSPORT ASSESSMENT The following assumptions are applied in estimating traffic generation within the SAP: 7.1 Road network • Trip generation of existing businesses and land use (including future job growth) is assumed to be included in the baseline assessment, based on This section estimates the quantity of vehicular trips that would be forecast volumes between Moree and Narrabri based on the trendline of generated by the SAP and assesses the potential traffic impact on the linear growth, provided by TfNSW for the purpose of this study. The trip surrounding road network. generation assessment was applied for the final development year in 2062. 7.1.1 Traffic generation • No changes are assumed to trip generation by surrounding areas with unchanged land use. Trips to these areas are assumed to be included An indication of the peak hour traffic generation potential of the future within existing traffic volume information. development within the Moree SAP has been based on the trips generated • Heavy vehicle volumes generated by the horticultural land are assumed for other existing comparable land use areas such as: to be consistent with the farm in Guyra, accounting for 12.23 per cent of • Horticultural trip generation rates have been based on a farm located in total trips. Guyra NSW, which spans about 40 hectares and includes glasshouses • Heavy vehicle volumes generated by the industrial developments are and a propagation nursery. assumed to account for 27.6 per cent of total trips, in line with the 2,062 • Industrial trip generation rates have been based on the peak hour trips forecast daily traffic on the Newell Highway between Moree and Narrabri generated by an industrial estate located within Greater Western and based on the trendline of linear growth, provided by TfNSW for the Sydney, spanning over 300 hectares. purpose of this study. • Circular economy land use is expected to generate employee trips only, • Daily trip rates for the industrial areas are assumed to be about four and a conservative assumption is adopted that all staff drive to and from times that of peak hour trips, consistent with horticulture calculations and work in a typical day. the Wagga Wagga SAP The trip generation rates applied for each land use type for the complete • Solar and energy precincts are non-trip generating areas. development scenario in 2062 are summarised in Table 7-1. • The commercial area is assumed to service internal trips only due to it Table 7-1 Trip generation rates by land use servicing workers of the precinct. • By 2062, the Moree SAP would have developed such that active and Land use type Trip generation rate public transport modes would account for a greater proportion of mode AM peak PM peak Daily share. It is assumed that of the total trips generated, eight per cent would be redirected to walking, and five per cent redirected to each Horticulture 1.56 trips/ ha 0.91 trips/ ha 6.59 trips/ ha cycling and public transport. Industrial 3.2 trips/ ha 3.5 trips/ ha 12.8 trips/ ha • With the opening of the Inland Rail in 2060, a proportion of the freight Circular economy 0.25 trips/ 0.25 trips/ 1 trip/ demand would shift from the road network and to the rail network, employee employee employee resulting in a reduction in heavy vehicle volumes of up to 20 per cent.

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Table 7-1 highlights the projected peak hour trips for the final land use Land use type AM PM Daily scenario in 2062, taking into account the impacts of modal shift and the peak peak trips opening of the Inland Rail. trips trips Table 7-2 Trip generation by land use Hydrogen production 1 1 3 Supporting/service industries Land use type AM PM Daily peak peak trips Light industry/commercial - - - trips trips Total 1040 809 4317 Building on water and land availability Aquaculture 6 4 26 It is likely that due to the size of the proposed SAP, improvements to the Newell Highway and the Gwydir Highway will be required to accommodate Outdoor horticulture 186 109 791 the trip generation and the proposed intersections/ interchanges. While road Undercover horticulture 454 266 1924 widening will most likely be required for all the scenarios, intersection design will vary in size and allowances of free movements based on the trip Building on grain/cotton advantage generation and distribution. Increasing value from the supply chain 62 68 248 Early-stage processing 62 68 248 7.1.2 Trip distribution Grain ethanol 75 81 298 The proposed final Master Plan contains an infrastructure spine that Reducing reliance on imported inputs traverses through the precincts. The proposed developments are focused Diesel replacement (methanol) — Gas to liquids 0 0 0 on the part of the SAP investigation area that lies to the east of the Newell Highway. Chemicals manufacture/mixing 37 41 148 A new north-south corridor would form a spine road through the SAP, Fertiliser mixing— Urea ammonium nitrate 25 27 99 connecting between the Newell Highway and the southern intermodal Building on location terminal via the north-east intermodal terminal. An additional East-West Connector would be completed between the Gwydir Highway and run Intermodal terminal (public access) 75 81 298 south-west through land zoned for regional enterprise, connecting to the Freight and logistics 49 54 198 Newell Highway and west of Moree Regional Airport. Abattoir 0 0 0 Through analysis of Journey to Work data surveyed during the 2016 Census, it can be noted that 81.3 per cent of all people who work in Moree Circular economy also live within the township. Resource recovery (tyres and plastics) 4 4 16 Heavy vehicle and freight journeys are expected to travel primarily via the Waste to energy — Biogas 2 2 8 Newell Highway. Based on the NSW Freight and Ports Plan 2018-2023 (TfNSW, 2018), NSW Freight Commodity Demand Forecasts (TPA, TfNSW, Solar electricity 2 2 10

49 2018), and TfNSW Freight Hub, the following patterns are projected for Table 7-3 Annual freight movements with an origin or destination in Moree freight movements for 2056 for agricultural commodities: Road section Total freight flows Percentage of total • North – 9 per cent exports and 3 per cent imports (veh) traffic (%) • South – 23 per cent exports and 5 per cent imports Newell Highway (south) 53,882 18% • West – One per cent exports and 14 per cent imports Newell Highway (north) 64,499 21% • East – Two per cent exports and 1 per cent imports. Carnavon Highway 59,726 19% Gwydir Highway (east) 64,119 21% Gwydir Highway (west) 64,119 21% Total 306,346 100%

These existing heavy vehicle distributions from the Moree region are assumed to be representative of the distribution of trips generated by the SAP. The distribution of forecast 2062 peak hour and daily trips are shown in Table 7-4 Distribution of trips generated by Moree SAP

Road section AM peak PM peak Daily trips Newell Highway (south) 231 181 960 Newell Highway (north) 277 217 1149 Carnavon Highway 257 201 1064 Figure 7-1 Study region of agricultural commodities imports and exports Gwydir Highway (east) 275 215 1142 High-level directional assumptions were made based on the Application of Gwydir Highway (west) 275 215 1142 TraNSIT to the Moree Plains Transport and Intermodal Study (CSIRO, Total 1,316 1,029 5,457 Updated 2019), which reports on results from modelling performed in the Transport Network Strategic Investment Tool developed by CSIRO. The baseline analysis, most recently updated to reflect 2019 freight flows, provides insight on the heavy vehicle movements in and around the proposed Moree SAP region. The modelled annual freight flows for vehicles with an origin or destination in Moree are reported for major road sections in Table 7-3.

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7.1.3 Trip assignment Where: The trips calculated from the trip generation and direction assumptions were = capacity (passenger cars per hour (pc/h) assigned to the road network on top of the baseline traffic projections for the 𝐶𝐶 = free speed (km/h) opening year 2022, and future years 2042 and 2062. The baseline traffic projections were based on traffic volume forecasts produced by TfNSW 𝑉𝑉𝑓𝑓 = jam density (pc per km). (formerly Roads and Maritime Services) for the following two midblock The following𝑘𝑘𝑗𝑗 has been assumed in forecasting and assigning trips: locations: • It has been assumed that 18.4 per cent of daily vehicle trips generated • Newell Highway north of Moree by the development are heavy vehicles, based on trip generation • Newell Highway south of Moree. assumptions. With the opening of the Inland Rail, the daily heavy vehicle volumes on the road network reduce to 3.7 per cent Baseline design year traffic volumes were estimated by applying historical growth rates to traffic surveys undertaken in 2012, under the assumption • The travel direction is assumed to be 80 per cent in and 20 per cent out that the Inland Rail's completion in 2025 would reduce heavy vehicle of all facilities during the AM peak for light vehicles and reversed in the volumes on the road network by 20 per cent. The SAP trip generation was PM peak applied for the land use change beyond what was already assumed in the • Heavy vehicles account for three passenger car units on average baseline model to avoid double counting. • The free speed on the Newell Highway has been assumed to be equal The SAP increase in trips was assigned to the road network using the most to the posted speed of 100 kilometres per hour due to the proposed direct route that used highways or arterial/ sub-arterial roads where provision of an overtaking lane in each direction possible. The SAP traffic was then added on top of the baseline traffic volumes to obtain a final estimate of traffic volumes on the road network • The jam density (maximum density for stopped traffic) is assumed to be with the SAP. 7.5 passenger cars per kilometre. A road capacity assessment has been performed of the network based on Table 7-2 shows the results of the final year road capacity assessment. The lane capacity parameters for uninterrupted single-lane flow outlined in analysis shows that the Newell Highway traffic environment is expected to Austroads Guide to Traffic Management Part 3, Transport Study and be acceptable and have sufficient capacity for the 40-year design, with a Analysis Methods, the results of which are shown in Table 7-2. In assessing V/C ratio equal or less than 0.11 for morning and afternoon peak hours in the midblock capacity, the volume to capacity ratio (V/C) is used to show both northbound and southbound directions. Therefore, there are no the proportion nominal capacity accounted for by traffic demand. A V/C of upgrades required on the Newell Highway to accommodate the traffic one would reflect conditions where no spare capacity is available for anticipated to be generated by the Moree SAP. vehicular throughput, while a V/C value lower than one shows that the road network has sufficient capacity to accommodate the demand. The capacity of a lane is calculated as:

= 4 𝑘𝑘𝑗𝑗𝑉𝑉𝑓𝑓 𝐶𝐶

51 7.1.5 Moree Intermodal Overpass (MIO) location Table 7-5 Final year road capacity assessment (2062) Following the preliminary EbD workshop, a high-level analysis of potential locations for the Moree Intermodal Overpass was undertaken to compare Peak hour Directional Capacity Demand V/C ratio six overpass connection options. The MIO is a committed future peak one hour (pc/h) infrastructure initiative that would enhance the operation of the intermodal facility proposed for the SAP, reduce freight traffic traversing the Moree AM peak Northbound 3,767 329 0.09 township, and integrate with a future east-west connection. Southbound 3,767 399 0.11 Relying on previous studies undertaken by the MPSC, six MIO options were assessed in a qualitative multi criteria assessment (MCA), in collaboration PM peak Northbound 3,767 403 0.11 with DPIE, MPSC, and TfNSW. The six options were as follows:

Southbound 3,767 288 0.08 • Anne Street – Extends on both sides of the Newell Highway, and connects to the Gwydir Highway east of Moree Station • Jones Avenue – An option of an overpass across the Newell Highway 7.1.4 Road network performance and upgrade road and rail corridors In addition to the changes proposed to the road network by the Structure • Amaroo Drive – Located south of the Moree township, the Amaroo Plan and land-use changes, the demands on the network are expected to Drive, it provides the advantage of avoiding existing urban roads with be further affected by the completion of various other projects. A high-level urban development fronting assessment of planned upgrades to the road network near Moree has been • Blueberry Road – North of the Moree Regional Airport, and is located undertaken, and has been summarised in Table 7-3. close to DieselGas Moree Table 7-6 Moree planned upgrades • Airport South – Located south of the Moree Regional Airport, the proposed overpass option avoids the Moree township and allows for Timeframe Upgrade further, longer future east-west connecter 0-10 years • Newell Highway heavy duty pavements, Narrabri to • Wallanol Road – Located 10 kilometres from the Moree township, it is Moree the furthest option considered in this analysis. • North Moree heavy duty pavements The assessment considered the following criteria and descriptors: • Newell Highway Program Alliance – overtaking lanes • Highway connectivity – Suitability of access to traffic to the Newell north of the Moree township Highway to the SAP • The Washpool Flood Mitigation project on the Gwydir • Highway east of Moree Freight access – Freight accessibility to intermodal terminals and SAP precincts • Transport Access Program (TAP) Moree Station • upgrade, including upgrades to footpaths, bus stops and Emergency access – Current and projected response times and entries/ vehicle pick up and drop off areas. exits from the precinct

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• Travel time savings – High-level and long-term benefits of the proposed 7.1.6 Indicative road layouts option and movement efficiency • Alignment and integration with MPSC’s future town planning – Minimises 7.1.6.1 East-West Connector and spine roads impact on the township social amenity The proposed East-West Connector serves as a freight access point from • Heritage impact – Minimising impact on Aboriginal and non-Aboriginal Gwydir Highway and a spine road to the grid local road networks. The heritage proposed layout is a four-lane divided road to accommodate the projected • Biodiversity – Minimising impacts on biodiversity in the SAP and Moree trip generation and freight volumes. The design considerations of the cross- township section (Figure 7-2) are as follows: • SAP integration – Ability to activate land, improve traffic functionality in • The East-West Connector links to the proposed MIO. the SAP, and provide benefit to the SAP when constructed. • Alignment with Austroads Guide to Road Design for urban arterial road The assessment criteria were allocated weightings based on the collective design to maximise road capacity, including: agreement of the relative importance of each criterion, based on previous – A general traffic lane of 3.5 metres wide studies carried out by MPSC, as well as the role and vision for the Moree SAP. – A wide kerbside lane of 4.2 metres wide to optimise tracking capability accessing side streets for high-efficiency vehicles such as The options were then qualitatively scored based on their ability to meet the multi-combination trailers. criteria using a traffic light system, where green represents the ability to best achieve the criterion and red for options that do not meet the criterion. • Limit direct property accesses from the East-West Connector and arterial For options that partially met, or by comparison to another option did not roads. meet the criterion as well, was scored orange. • Separated right turn auxiliary lanes at intersecting roads to reduce flow interruption to the road network. Right turning movements to occur at 7.1.5.1 Analysis outcomes traffic signals. Based on the weighted scores, three routes emerged as preferred being; • Spatial provision for footpath and shared path appropriately set-back Airport South, followed by Blueberry Road then Amaroo Drive. The Airport from the road. South MIO option was selected for the Structure Plan, since it met the criteria the best out of the options and aligns with the vision and objectives 7.1.6.2 Local collector roads for the Moree SAP. The local road network within the Moree SAP would provide access to driveways and blocks entrances, and generally be a two-way/ two-lane cross-section (Figure 7-3). Design considerations of a local road in the SAP are as follows: • To guide the geometric road design, a lower posted speed limit (up to 60 km/h) for efficient and safer operations of the road network. Lower

53 posted speed limit may be considered in high-activity areas with the aid of more constrained road geometry and traffic calming devices. • Traffic lane widths to be suitable to accommodate high productivity vehicles (HPV) as per Austroads Guide to Road Design. • On-street parking to be considered in high-activity areas, which include the Gateway sub-precinct. • Minimum turning radii into access driveways or side streets to manage entry/exit speed and conflict at footpaths/ shared paths. • Consideration of verge width to provide suitable space for ancillary facilities.

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Figure 7-2 Major arterial and spine road cross-section

Figure 7-3 Local roads cross-section

55 7.2 Rail and intermodal terminals Rail forms a critical component of transporting freight within the Moree SAP. The final Structure Plan proposes to build upon the existing rail network, which currently runs north-south through Moree, parallel to the Newell Highway. The N2NS section of the Inland Rail project would provide additional capacity for rail freight, and is proposed to be completed by 2023, which would connect Melbourne and Brisbane via Moree. When complete, the Inland Rail would span 1,700 kilometres and allow for fast and efficient movement of freight to and from the Moree SAP. Where the existing rail facilities can accommodate only 800-metre long trains, the Inland Rail will accommodate for 1,800-metre long double-stacked trains. Two new intermodal terminals are proposed, the first being the southern intermodal terminal, to be located east of the Newell Highway and proposed to connect into the existing Mungindi Line. The north-east intermodal terminal is proposed to be located north of an investment driven rail loop connection to the Inverell Line, expected to be completed within the next 10 years.

7.2.1 Northern intermodal terminal location A discussion on the intermodal terminal's proposed location for the northern regional enterprise precinct occurred during the final EbD workshop. The two options shortlisted for the discussion centred on the orientation of the intermodal terminal, and subsequent location, and they are: • A vertical, north-south option: This scenario places the terminal in the middle of the regional enterprise precinct, with future rail line connecting and bisecting the precinct. • A diagonal option: This option places the terminal on the southern border of the regional enterprise precinct. Figure 7-4 highlights the intermodal location options cosnidered.

Figure 7-4 Intermodal Locations Options

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The following were the assessment criteria considered for determining the • Better access to the existing and proposed road network, including the preferred location for the proposed northern intermodal terminal: proposed MIO • Rail connectivity and operations – Ease of rail operations, for example, • More flexibility in the development of land parcels within the SAP, with the requirement for shunting trains to enter or exit the facility less potential segmentation of land • Services connection costs/ ease • Should the future rail bypass of Moree township come to fruition, this alignment could be maintained as a siding to the potential Inland Rail • Constructability – Flood levels, staging and construction delivery, alignment, which would mean the intermodal terminal can adapt and be construction complexity easily incorporated into this long-term plan. • Minimises road/ rail conflicts – The option with the least number of rail/ The impact of the diagonal option on the existing TSR was discussed in road conflicts detail with the biodiversity team and it was agreed that this portion of the • Maintenance TSR that is proposed to be regenerated would need to be realigned to accommodate the proposed intermodal terminal. This is discussed in • Capital cost (total) – Construction and operation cost (including Section 7.8. consideration for travel time) • Environmental impacts – Impact on the surrounding environment, including the Travelling Stock Route (TSR) and biodiversity 7.3 Active transport • Proximity to road connections – Vicinity to proposed potential road Shared paths are provided within the Moree township, and additional network within the SAP, and highways proposals have been made to close the existing network gap. However, due to the rural nature of the land use outside of the township, active transport • Minimising fragmentation of land – Decreasing impact on potential land provisions in the surrounding network are minimal. segmentation imposed by the proposed facility Additionally, the potential road network within the SAP is provisioned for a • Facilitates preservation of potential future Moree rail bypass – Maintains connected footpath network to ensure walking and cycling mode share a vision for a potential long-term Moree rail bypass to the east of the opportunities with the SAP. Moree SAP and township In addressing the shift for better active transport connectivity for the SAP • Amenity impacts and the Moree township, it is essential to address the severance caused by • Marketability – Market potential attract businesses/ developers to the Newell Highway and the proposed short-term Inland Rail alignment. Moree SAP based on the location of the proposed intermodal terminal. The Structure Plan aims to provide safer, grade-separated linkages The diagonal terminal option was chosen based on the overall scoring and between areas of residential concentration in the Moree township to both weighted criteria scores following a deliberation from TfNSW, ARTC, the Moree train station and the SAP road infrastructure. Early investigations RGDC, and MPSC. This option scored better overall across the criteria of the proposed linkages propose connections to Bullus Drive and Anne compared with the north south orientation of the intermodal. In particular, Street (with pedestrian ramps to Moree Station) for pedestrian and cyclists the diagonal intermodal terminal orientation allows for: from and to the SAP. • Better operational potential with no shunting required for trains entering or exiting the facility

57 Additionally, the proposed spine road and local streets within the SAP are enterprise precincts is also proposed, utilising the MIO and the Gateway expected to serve multimodal trips, with cycling lanes and broader footpaths loop road to connect the two sides of the Newell Highway. provided on both ends. As part of the Structure Plan, the following upgrades have been proposed to 7.5 Mode share improve the connectivity of the active transport network: As highlighted in the Baseline Analysis report, the Regional NSW Services • Active transport links between the Moree township and Moree Railway and Infrastructure Plan (TfNSW, 2018) highlights aspirational mode share Station, over the Newell Highway targets for regional areas of the state. It is assumed that of the total SAP • Active transport route between Stanley Village, Amaroo Residential trips, eight per cent would be redirected to walking, and five per cent Precinct, and the potential road network within the SAP, over Newell redirected to each cycling and public transport. Those mode share Highway and the Inland Rail line percentages can be achieved with more active transport infrastructure, and bus services are introduced to the transport network. • Recreational active transport linkages along Halls Creek and the TSR To encourage the capturing of the mode share, and increase safety in the • Footpaths would provide direct connections within the SAP from the township, it is encouraged to build active transport linkages over the Newell regional enterprise precincts to the commercial hub, located on the Highway and the Inland Rail corridor at the enabling work stage of the SAP western side of the Newell Highway development. • Capitalising on opportunities to expand walking and cycling networks to areas of heritage importance and billabongs 7.6 Impact of future technology • Wide footpaths with bike racks and appropriately designed intersection crossings 7.6.1 Electric vehicles • End of trip facilities located at businesses with higher number of employees in the SAP and the regional hub. With a 40-year vision for the SAP, it is recognised that the future of mobility is likely to evolve significantly from the finalisation of the Master Plan to build out. As per the Net Zero Plan Stage 1: 2020 – 2030, transport is the 7.4 Public transport second highest contributor to emissions, with 28 million tonnes of carbon dioxide equivalent (MtCO -e). The Net Zero Plan highlights the strategy to As highlighted in Section 4.3, the Moree on-demand bus service is a trial develop a vehicle infrastructure and model availability program to fast-track service that replaced Moree Bus Service. Various stakeholders indicating ₂ plans for expanding the on-demand bus services are currently ongoing to the electric vehicle (EV) market growth. expand to major employment areas around the township. The SAP strategy does not preclude the implementation of EVs and With the vision of a 24/7 precinct driving the SAP Regional Enterprises' connected, autonomous vehicles (CAVs) for the proposed infrastructure. development, there is a significant challenge in building a fixed route However, it is acknowledged that measuring potential technology uptake, service with hourly timetables. The renewal and expansion of the on- especially for regional and rural areas of the state, and its impact on journey demand bus service allow for the flexibility of a public transport operation, to work patterns and general travel behaviour, is challenging. As such, the which can be assisted with bus mobility infrastructures, such as shelters SAP aims to safeguard the proposed road network by ensuring their and seats. An internal bus network between the hub and the regional preparedness for the future of mobility. It is recommended that charging

58 Arcadis Australia Pacific Pty Limited Moree Special Activation Precinct stations are provided at heavy employment areas and the Gateway Precinct.

7.6.2 Hydrogen vehicles As hydrogen production aimed as one of the primary energy production land uses in the Moree SAP, there is a substantial opportunity to shift to hydrogen-operated buses as a viable, sustainable public transport service for the Moree SAP and the township residents. In line with the clean technology program highlighted in the Net Zero Plan, hydrogen can transform mobility with cleaner energy and lower supply costs.

7.7 Air transport With the planned runway extension for Moree Regional Airport, a connected road network to the Moree Gateway Precinct and the airport access through Blueberry Road enables a smooth movement of commodities aimed for air freight between the SAP industries and Moree township, and Moree Regional Airport.

7.8 Livestock and Travelling Stock Route The TSR has a strong historical connection to the heavy agricultural heritage of the Moree Township, with its need likely to continue in the future with expanded livestock and horticultural businesses projected for the SAP. As such, the current TSR alignment would be majorly maintained in the Structure Plan, with a proposed realignment of the route south of the northern regional enterprise precinct. Figure 7-2 highlights the TSR realignment. The TSR along Halls Creek would be maintained and widened to allow for an activated walking corridor along the creek.

Figure 7-5 Proposed realignment of Travelling Stock Route

59 roads. Ample spacing for walking and cycling modes must be 8 RECOMMENDED OBJECTIVES AND considered. CONTROLS – MASTER PLAN Moree has robust transport access by road, via the Newell Highway and the 8.2 Active and public transport Gwydir Highway, rail, via the future Inland Rail, and air, via the Moree Regional Airport. The existing and future infrastructure enables good connectivity to major Australian cities and seaports (mainly Newcastle, Aims Brisbane and Sydney). • To provide safe and continuous active transport linkages connecting the Accordingly, several ongoing, planned, and aspirational infrastructure Moree SAP to the Moree township projects are proposed to the transport network around the Moree township • and the SAP. To minimise the disruption of the existing highways and rail line on walking and cycling trips • To promote public transport as a mode for work trips 8.1 Private transport and freight mobility • To encourage recreational active transport trips to heritage and tourist sites in and around the SAP area. Aims • To ensure safe freight accessibility and internal network movement to Performance criteria the SAP sites • Reduce car dependency to access the SAP, diversify transport modes • To provide safe access for all transport users to the Moree SAP for work trips, and increase active and public transport mode share. • To deliver a connected precinct with industrial and commercial spaces • Walking mode share target: four to eight per cent, as per Regional NSW linked with multimodal infrastructures. Services and Infrastructure Plan, 2018. • Cycling mode share target: two to five per cent as per Regional NSW Performance criteria Services and Infrastructure Plan, 2018. • The internal street network and connections to existing highways would • Enhance opportunities for recreation for the SAP employees and visitors. be augmented and expanded over the life cycle of the SAP to ensure the • Ensure Movement and Place success factors are considered in major effective servicing, active transport opportunities and orderly operation of SAP hubs, the proposed Gateway, and buffer areas This is achieved by the precinct. supporting the creation of connected, active transport places and links, • Any connections to the Newell Highway will be designed in accordance and reducing vehicular traffic in local streets. with TfNSW and Austroads guidelines. • Provide public transport infrastructure to support uptake of bus transport • Developments must provide operational access and egress for and future on-demand mobility schemes. emergency services and occupants, and ensure all roads are through

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9 MEASURES FOR DELIVERY PLAN Table 9-1 SAP upgrade timeline The delivery plan for transport infrastructure is highly dependent on the proposed development plan for land use lots within the Moree SAP. Timeframe Upgrade Embedded with the 40-year vision for the precinct, the construction and progression of the multimodal transport network in and surrounding the SAP Enabling • Moree Intermodal Overpass and associated link roads boundaries would rely on the development of the SAP industries and the works to Bullus Drive and Newell Highway. Enabling junction uptake of employment, and the role of the intermodal terminals in increasing to future East West Connector (west) and the Moree freight mobility. Airport. • Enabling infrastructure would be required on site at the initial stages of the Expansion of Industrial Drive Network SAP to capitalise on the existing investment in the area and maximise the • North-South Link early economic opportunities of the precinct. • Southern Intermodal Terminal Discussions with DPIE and various stakeholders indicated that the rail • siding alongside the proposed Southern Intermodal Terminal, being Road network to southern regional enterprise area implemented by ARTC, would be completed in 2023. As such, the potential (including North South Link) road network within the SAP for the southern regional enterprise, mainly – Burrington Road upgrade comprised of the sealed Burrington Road and the upgraded Tapscott Road, – Closure of Burrington Road access from Newell would be required for the enabling of the proposed land uses. Highway The MIO and the Gateway precinct access roads, committed by MPSC, – Tapscott Road upgrade would be the first stages of the proposed East West Connector and would – Newell Highway intersection with Gateway precinct provide free freight access from the Newell Highway. The completion of the 0-10 years • Northern Intermodal Terminal East West Connector from Gwydir Highway (west of Moree) to the MIO and Newell Highway does not fall within the scope of the SAP. • Rail line to Northern Intermodal Terminal Table 9-1 highlights the road upgrade timeline for the Moree SAP. • Road network to northern regional enterprise area The location and type of upgrade works from the stage of enabling works up • North-South Connector at-grade level crossing with to 40 years after the initial implementation of the Structure Plan are shown proposed rail line chronologically from Figure 9-1 to Figure 9-4. • Active transport connections over Newell Highway and the Inland Rail • East West Connector from Gwydir Highway (West of Moree) to MIO and Newell Highway • New and/or improved bus services

61 Timeframe Upgrade – The potentially hazardous areas are proposed near the existing Moree solar farm and would have minimal access from the potential 10-20 • North-East intermodal loop rail line connection to the road network within the SAP. years Inverell Line • North-South connector grade separation upgrade over rail line • Second Stage of East West Connector road link from the Moree Intermodal Overpass to the Gwydir Highway east of Moree 20-40 • Potential realignment of the Inland Rail to the east of the years SAP to bypass Moree township, should this be considered in the future.

9.1 Structure Plan and workshop outcomes The collaborative process of the final EbD workshop, driven by validating the vision of the Moree SAP and optimising the three land use scenarios, helped to achieve the workshop outcomes in delivering a 95 per cent Master Plan and shape the Structure Plan as follows: • Developing the road network in conjunction with land and intermodal delivery plans for the SAP, starting with the North-South Link and the Central sub-precinct road network. • Delivering the potential road network within the SAP to suit the potential block sizes and upcoming business requirements for each sub-precinct: – The General Enterprise sub-precinct, located north of the northern intermodal terminal, is expected to host horticulture businesses, grain and cotton value add businesses, and the northern intermodal terminal itself. As such, with expected higher number of ventures, the road network is a grid, providing local access to entrances and driveways. – The Central Enterprise sub-precinct is expected to host freight and logistics businesses, and circular economy plots. Accordingly, the road network is spine, with lesser ventures and bigger block sizes projected for the sub-precinct.

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Figure 9-1 Upgrades to be implemented as enabling works

Figure 9-2 Upgrades to be implemented in 0-10 years

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Figure 9-3 Upgrades to be implemented in 10-20 years

Figure 9-4 Upgrades to be implemented in 20-40 years

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10 CONCLUSION The traffic and transport plan for the Structure Plan focuses on delivering a safe, accessible multimodal transport network for the Moree SAP. Capitalising on current road investments, and the upcoming Inland Rail in Moree, the Structure Plan aims to deliver the following: • An improved freight access to current and future industries and intermodal terminals in the SAP boundary with the MIO. • Enabling infrastructure and staged delivery of transport upgrades in the SAP to synchronise with the land development and industry interest in the Moree SAP. • A potential road network within the SAP with shared mobility and wider footpaths to allow for higher active transport mode share. • Active transport linkages from the Moree township and Amaroo Residential Village to the Moree Station and the potential road network within the SAP. • The renewal of the on-demand public transport scheme in Moree and the provision of bus service network and infrastructure. • Alignment with current TfNSW and MPSC road upgrades on the Newell Highway, the Gwydir Highway, and existing sealed and unsealed roads in the SAP. • A staged delivery of the Inland Rail and intermodal terminals, with corridor preservation for the future potential rail bypass in the long-term should it be considered sometime in the future. • Preserving the TSR where possible, with a realignment of the path south of the northern regional enterprise precinct.

Moree Special Activation Precinct

APPENDIX A – LIST OF ABBREVIATIONS

Abbreviation Description AADT Annual Average Daily Traffic ADT Average Daily Traffic ARTC Australian Rail Track Corporation CAV Connected Autonomous Vehicle CSIRO Commonwealth Scientific and Industrial Research Organisation DCP Development Control Plan GA General Aviation GANSW Government Architect New South Wales LDC Louis Dreyfus Company LEP Moree Plains Shire Council Local Environmental Plan 2011 LSPS Local Strategic Planning Statement MaaS Mobility as a Service MCA Multi-criteria Analysis MIO Moree Intermodal Overpass MIP Moree Intermodal Park MPSC Moree Plains Shire Council N2NS Narrabri and North Star NLTN National Land Transport Network NSW New South Wales RAV Restricted Access Vehicle RGDC Regional Growth Development Corporation RMS Roads and Maritime Services SA Statistical Area SA3 Statistical Area Level 3 SAP Special Activation Precinct SEPP State Environmental Planning Policy SIS NSW State Infrastructure Strategy 2018-2038 SLA Statistical Local Area TfNSW Transport for New South Wales TSR Travelling Stock Route